32
TURBINE ENGINES OF THE WORLD
Pratt & Whitney TF30 (USA) Two-shaft turbofan. In basic
form it powers the LTV A-7A, A-7B and some A-7Es. (See
also 20,000-30,0001b sector entry.)
Pratt & Whitney J52 (USA) Two-shaft turbojet. It provided
the' basis for the JT8D civil turbofan. The latest version is
the 11,2001b J52-P400 for McDonnell Douglas A4M and A4N
Skyhawks.
J52-P-408 Five-stage 1-p compressor, seven-stage h-p compres
sor, annular combustor, single-stage h-p turbine, two-stage 1-p
turbine. Take-off 11,2001b; mass flow 1431b/sec; pressure ratio
14-6:1; length 118-5in; diameter 38in; weight 2,3181b.
Snecma M53 (France) Augmented single-shaft turbojet. The
M53 was first bench-tested in February 1970 as a basic engine,
and with afterburner in November of that year. It is intended
to power fighter aircraft at Mach 2-5 initially, and at Mach 3
after further development, and is planned to be available
for derivatives of the Dassault-Breguet F.l and G.8 within
two years. Flight-testing in the starboard nacelle of a Cara-
velle is due to begin in mid-1973. The first flight-standard M53
was delivered to the Melun-Villaroche test centre in August
of last year.
M53 Three-stage fan/l-p compressor, five-stage h-p com
pressor, annular combustor, two-stage turbine. Take-oft
11,4661b and 18,7501b with afterburning; diameter 41in; weight
3,2001b.
Snecma Atar (France) Augmented single-shaft turbojet.
The main product of Snecma, with the 3,500th engine being
delivered a year ago. The current production rate of Atar
09Cs for Dassault-Breguet's Mirage III and 5 is approxi
mately 20 per month. The first delivery of an Atar 09K50 for
the Mirage F.l was made early last year. The Atar 8K50, com
prising the 09K50 without afterburner, was tested for the
proposed Dassault-Breguet Super Etendard shipboard fighter.
Atar 09K50 Nine-stage compressor, annular combustor, two-
stage turbine, afterburner with variable convergent-divergent
nozzle.
Tumansky R-ll (USSR) Augmented turbojet. It powers the
MiG-21MF with ratings of 11,2441b dry and 14,5501b with after
burning, and is manufactured under licence (both engine
and airframe) in India by Hindustan Aeronautics.
Turbo-Union RB.199 (UK, Germany & Italy) Augmented
three-shaft turbofan.- Eleven engines are scheduled to be on
test by now at Bolls-Royce, Bristol; MTU, Munich; and Fiat,
Turin for MRCA. Flight-testing under a modified HS Vulcan
is planned to start this spring; MRCA's first flight is due in
December. The main development contract for the engine
and airframe was signed in August 1972. Nine prototype
MRCAs are to be built, with tri-nation production commit
ments for some 800 aircraft.
RB.199-34R Three-stage fan, three-stage i-p compressor, six-
stage h-p compressor, annular combustor, single-stage h-p
turbine, single-stage i-p turbine, two-stage 1-p turbine, close-
coupled afterburner with convergent nozzle and provision for
thrust reverser. Take-off 9,0001b dry, 15,0001b with afterburn
ing; weight approximately 1,8001b.
Populated mainly by engines of long standing, e.g. the TF41/
Spey RB.168, J79, AL-5, AL-7, TF30, J52, Atar and R-ll, the
10,0001b-20,0001b sector contains two units of unique design—
the J101 "leaky" turbojet and the RB.199 three-shaft turbofan.
Both are competitors to. the extent that they were originally
considered for the Northrop P-530 Cobra. Each of the pair has
its own particular attributes, the J101 being obviously less
expensive, but also less flexible and less economic; the RB.199
is a relatively more expensive unit specifically designed to
meet the diverse requirements of MRCA. Both are timed to
meet the needs of fighter and other military roles over the
period 1975 to 1990.
The M53 follows in the tradition of the Atar as a relatively
simple and robust engine designed, together with Dassault-
Breguet airframes, to provide indigenous equipment for the
French Air Force which is also well suited to the needs and
pockets of overseas markets, as was its predecessor, the Atar.
It seems unlikely that the M53 will find application elsewhere.
Snecma's M53 on the test bench. This engine will power a new generation
of French combat aircraft, beginning with the Mirage F. I fighter and
whatever aeroplane finally emerges from the Dassault G.8 deliberations
FLIGHT International, 4 January 1973
GE's JI0I leaky turbojet seems certain to make a name for itself in
the 1980s
5,0001b, 22.2kN-10,0001b, 45kN
TF34. :.., v.,,.,.. . . ..,;...-..•..
Adour -.: •;> . . | |
10,0001b
Avco Lycoming F102 (USA) Geared two-shaft turbofan.
Under development to power the Northrop A-9A entry in the
USAF's A-X contest, the F102 incorporates a T55 turboshaft
gas generator as core engine plus the fan from Lycoming's
PLF-1 high-bypass-ratio work of the early 1960s. The ALF-502
is the civil counterpart. A decision on the A-X is planned for
March this year, with the winner being likely to receive orders
to provide engines for up to 600 aircraft. The F102 is poten
tially interchangeable with GE's TF34 in the competing Fair-
child A-10A, while the TF34 can also be retrospectively fitted
to the A-9A. The first run of an F102 took place in June 1971
and flight-testing in a North American AJ-2 began in January
1972. Two A-9As have flown.
F102-LD-100 Single-stage fan plus two-stage "booster," eight-
stage h-p compressor, annular combustor, two-stage h-p and